Reversible explosive-engine.



No. 756,687. -PATENTED APR. 5, 1904.

J. A. MoGEE.

REVERSIBLE EXPLOSIVE ENGINE.

APPLICATION FILED OUT; 25, 1902.

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No. 756,687 PATENTED APR 5, 1904.

J. A. MoGEE. REVERSIBLE EXPLOSIVE ENGINE.

APPLICATION FILED 00125, 1902.

5 SHEETS-SHEET 2.

N0 MODEL PATENTED APR. 5, 1904.

J. A. MoGEE. REVERSIBLE EXPLOSIVE ENGINE. APPLICATION FILED 00w. 25, 1902. no MODEL. ums-sum a.

N0 MODEL.

PATENTED APR. 5, 1904.

J. A. MoGEE. REVERSIBLE EXPLOSIVE ENGINE.

APPLICATION FILED 00'1.26, 1902 5 SHEETS-SHEET 4 Jayephdl JV] 66a Wem "mi norms vzvzns so. PHoTaumQ. WASNINGTON, o. c.

No. 756,687. PATENTED APR. 5, 1904. J. A. MoGEE.

REVERSIBLE EXPLOSIVE ENGINE.

APPLICATION FILED 0012s, 1002. no uonnn. I 5 snnn'rs-axnn'r 5.

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JOSEPH A. MoGrEE, OF BIG SPRING, INDIANA.

REVERSIBLE EXPLOSlVE-ENGINE.

SPECIFICATION forming part of Letters Patent No. 756,687, dated April 5, 1904.

Application filed October 25, 1902.

To all whom it may concern.-

Be it known that I, JOSEPH A. MOGEE, a citizen of the United States, residing at Big Spring, in the county of Boone and State of Indiana, have invented certain new and useful Improvements in Reversible Explosive-Engines, of which the following is a specifica tion.

The engine is specially adapted to use for driving motor-vehicles, and the objects are to improve and simplify the construction and in crease the efficiency of the engine. 7

Among the more specific objects of the invention is to provide simple, effective, and quick-acting means for reversing the engine at any position of a stroke, also to remove the spent gas and waste products of an explosion from the cylinder before an admission of fresh gas or a new explosion takes place.

A further object of the invention is to cleanse the sparking-terminals and keep them free from accumulations of carbon and other impurities that ordinarily interfere with the sparking, and therefore with the explosions of gas at proper intervals.

To these ends the invention consists in the construction, combination, and arrangement of the several parts of the machine, as will be hereinafter more fully described, and particularly pointed out in the claims.

In the accompanying drawings the same reference characters indicate the same parts of the invention throughout the several views.

Figure 1 is a top plan view of a three-cylinder engine embodying my improvements; Fig. 2, a longitudinal vertical section through the middle cylinder of Fig. 1; Fig. 3, a detail showing the cam-shaft in cross-section and one of the pusher-bar attachments which operates the exhaust in operative position against said shaft; Fig. i, a detail in crosssection of the camshaft, showing the means for actuating the sparker-lever; Fig. 5, a detail in longitudinal section of said shaft, showing the same parts that are represented in Fig. 4:; Fig. 6, a plan view showing the three cylinders, but on a smaller scale than shown in Fig. 1, and showing the air-compressing and gas generating and feeding mechanism. The inlet and exhaust valve and sparker mech- Serial No. 128,704. (No model.)

anism are omitted in this view in order to avoid confusion of parts. Fig. 7 is a side elevation and partial vertical section of the air and gas supply shown in Fig. 6; Fig.8, a detail in horizontal section of the air-pump and compressed-air tank; Fig. 8, a sectional detail on the line 8 8 of Fig. 7. Fig. 9 is a top plan view of one cylinder of an engine having a modified arrangement of sparking and inletport-Opening levers and a modified means for controlling the auxiliary levers of the exhaustport; Fig. 10, a vertical section on the line 10 10 of Fig. 9, and Fig. 11 a detail in side elevation looking in the direction of the arrow 11 of Fig. 10.

The cylinders 1 1 1 are mounted in a stationary manner on the base A, and each cylinder has a single head 2. The pistons 3 3 3 are connected with cranks 4: 4. 4: by means of the connecting-rods 5 5 5. The three cranks are set one hundred and twentydegrees apart on the crank-circuit, and the mechanism for opening and closing the inlet and exhaust ports and for producing the spark to explode the charge of gas in the respective cylinders is correspondingly set to operate at different and proper intervals for the three cylinders. In all other respects the three engines are alike, and a description of one will suffice for all.

The manner of generating the hydrocarbon, the mixing of it with air, and delivery of the mixture under proper pressure will be hereinafter explained. This explosive material is admitted through port 6, which is controlled by valve 7. The stem 8 of valve 7 extends through the head 2 longitudinally of the cylinder. The cylinder is provided with the two exhaust-ports 9 and 10. The port 9, near the outer end of the cylinder,.is positioned so an exhaust willoccur when the piston is at the outer end of its stroke. This relieves the pressure instantly, cleans and purifies the cylinder, and tends to lessen the noise of explosion. Simultaneously with the opening of the port 9 the valve 11, which controls port 10, will begin to open in order to complete the exhaust and permit of the further cleansing of the cylinder. It is intended that both exhaust-ports shall close at the same moment. While both of said exnaust-ports are open, but beginning after port has opened and closing before the closing of said port 10 is fully accomplished, acompressed-air supply is introduced through the port 6. This compressed air is unmixed with gas and is practically pure. The electric sparking device between the terminals 25 and 26 is in the path of the air-blast, and the purpose of the latter is to blow the particles of carbon and other impurities remaining after an explosion of gas away from the contactpoints, thereby keeping the latter clean and in good operative condition. The purpose also is to literally blow the burned gas and other residual and detrimental products out of the cylinder through the open exhaust-ports. The port 6 is closed by the valve 7, which has stem 8*, connected with lever 13. The latter is pivotally secured to an extension from the lever 14. This extension has the longitudinal slot 14 to permit of a limited longitudinal movement of the lever 14 without moving the lever 13, thereby causing the valve 11 to open earlier and closelater than does the valve 7. Beginning with the closure of the exhaust-ports the inlet-valve 7 begins. to open, admitting fresh gas to still further compel the discharge of the spent gas through said exhaust-ports. The port 9 is closed by the return of the piston toward the headof the cylinder, and the closure of valve 11 is through the connection of its stem 12 with the lever 13, which latter is secured to the longitudinally-reciprocating bar 14 on the top of the cylinder.

The stem 80f valve 7 is connected with the lever 15, and the latter is connected with the reciprocating bar 16, adjacent to the bar 14. These bars have rollers 17 and 18, respectively, which bear, by the action of the springs 19 on the valve-stems 8 and 12, against the camroller 20. The cam-roller 20 is mounted above the front end of the cylinder and is rotated by a train of gears 21, 22, and 23 from the crank-shaft 5. The cams 24 are positioned opposite the rollers 17 and 18 of the bars controlling the inlet and exhaust valves at portions of the circumference of said roller 20 which will move said bars 14 and 16 properly to give the amount of valve-opening at the required times.

25 is the insulated post of the sparking device, and 26 the post which has a rocking movement to and from the post 25 to make and break the contact. It is drawn in a direction to separate the contact-points by the spring 26*. The post 26 has the top arm 27 which is pressed by the long arm of a lever 28. The latter is pivoted to the-top of the cylinder and has the semi-annular fork 29 closely hugging the roller 20. The fork 29 is pressed over by the spring 30 toward the roller 31, carried by a bail 32, Which latter is pivoted at diametrically opposite points to the roller 20. The spindle of the roller 31 prolubly mounted. The bail 32 and its roller 31 are moved longitudinally of the sleeve-roller 20 at each revolution of said roller, thereby swinging the lever 28 against arm 27 to rock the sparker-post. The relative position of the cam-shaft 33 is changed by moving lever 34, having toothed segment 35, which engages a spur-gear 36 on the shaft 33, whereby said shaft 33is rotarily adjusted. By this change in position the sparking may be timed for any part of the piston-stroke.

One of the most important features of my invention is to reverse the direction of the engine without stopping it. This is done by a pair of auxiliary push-bars 37 and 38 on the reciprocating bar 14 These bars have vertical extensions or heads 39 and 40 adjacent tov the roller 20, which engage special cams 41 and 42, respectively, of roller 20 when either one of said heads is moved toward said roller by the rock-shaft 43. This shaft is shifted by the lever extension 44 and has cranks 45 and 46 to contact with pins 47 and 48 on their respective bars 37 and 38. When the engine is running in the direction of the arrows shown in Fig. 2 and it is desired to reverse the direction of movement, the lever 44 is moved in a direction to cause the crank 46 to move the head 40 over against the roller 20. The loop 49 enters the notch 50 in the top of the bar 38, which carries the head 40, through the action of the roller 20 against the head 40 and the action of the spring 51, as shown in Fig. 3. Through this engagement of the loop 49 with the notched bar 38 the latter is fastened to the bar 14, which through its connections opens and closes the valve 11. When the cam on the roller 20 comes around into contact with the head 40, the bars 38 and 14 are moved in the direction to open said valve 11. The load or charge of gas in the cylinder is immediately released, thereby releasing the piston, so as to permit it to reverse or move in a contrary direction without finishing its stroke. As soon as the roller starts back it presses the head 40 down, so as to release the notched bar 38 from the loop 49, thereby allowing the valve 11 to close by the action of the spring 19 on the stem 12. The auxiliary bars 37 and 38 hold the exhaust-valve open While the piston is going out. The valve is closed when the piston is coming in. The bar 37 has the under side notch 52, which engages the upper edge of the bar 14 when the head 39 is moved against the roller 20 by the action of the crank 45 against the pin 47. The particular bar which is brought into operation depends on whether the engine was running forward or reverse when the desired change was made.

I will now describe the gas-generator and means for mixing air and gas and supplying same to the cylinders under regulated pressure.

53 is an air-pump cylinder having the inletports 54 and outlet-ports 55, the latter discharging into the reservoir 56. These are closed by suitable ball-valves,as shown in Figs. 7 and 8. The piston 57, working in the cylinder 53, has the rod 58, which is connected by the link 59 with the lower end of the shaft 60. The latter is suspended at its upper end from the bracket 61. A block 62 has a sliding fit on the shaft 60. The block has trunnions to which one end of a pitman 63 is attached, and the other end of the pitman is attached to a crank-pin 64 on the crank-wheel 65, which is mounted on the crank-shaft 5. The Wheel 65 has a radial slot in which the crank-pin 64 is adjustably secured. The length of stroke of the piston in the pump-cylinder is regulated by the distance between the block 62 and the top pivotal point of the shaft 60. The closer said block is to said pivotal point the longer will be the stroke of the piston in the cylinder, and consequently the more air will be pumped. The position of the block 62 on said shaft will be regulated by the bars 66, which are pivotally secured at their lower ends to the trunnions and are fastened by means of the pin 67 or any other suitable means to any suitable fixed support 68.

Leading from the tank or reservoir 56 is the pipe 69, which empties into the distributingpipe 7 O, and the latter connects through pipes 71 with the ports 6 of the several engine-cylinders 1. The pipe 69 has the valve 72, by which the flow may be regulated or entirely shut off.

73 is a tank of gasolene or other hydrocarbon-supply, which is connected with the pipe 69 through the pipe 74. The latter has a needle-valve 75, by means of which a minutelyregulated quantity of the gasolene may be delivered to said pipe 69. A force-feed from the tank 73 is obtained by connecting the top of the tank through pipe 76 with the compressed-air supply in the reservoir 56 and by introducing a piston 77 between the air-inlet and the gasolene. The pipe 69 has the Wirecloth partition 78 to guard against accidental explosion by spark from the cylinder 1 and to more thoroughly mix the air and gas which must pass through it.

Leading from the tank 56 is the pipe 79, which conducts a supply of compressed air to the distributing-pipe 80, and the latter is connected by pipes 81 with the ports 6 of the cylinders 1. The pipe 69 has the ball-valve 81. The reservoir 56 has the piston 82, with handle 83, by means of which the air in the reservoir can be compressed enough by hand to start the engine. Between piston 82 and the top of the tank is the spring 98, the purpose of which is to equalize the pressure of air in the tank.

The pipe 79 has the valve 94, by means of which the communication with reservoir 56 will be closed. When the piston 3 is at the outer end of its stroke and the engine is stopped, a leakage to atmosphere would obtain which would soon exhaust the air-supply. The same conditions would waste flowing through the cylinder, but by closing valve 94 and also the valve 72 in pipe 69 the loss of air and gas would be prevented.

Referring to the push-bars which control the gas-supply valves,it will be noted that the ends adjacent to the cams to which the wheels are aflixed have lateral adjustment and that the. cams which operate them have oblique rear ends, so that when said cams are moved in reverse direction the oblique end of each con tacting with its laterally adjustable wheel will automatically switch the wheel over to the adjacent cam and impart the movement of that cam to the push-bar and Valve.

In the modification shown in Figs. 9, 10, and -11 the sparker-lever 28 and the push-bar '16 for opening the gas-supply valve are made to exchange places as compared with the position shown in Fig. 1. This is principally to avoid conflict of the valve-opening bar with the supply-pipe 71. In addition to the above changes instead of a cranked bar operating against the pins 47 and 48 to move the auxil iary bars 37 and 38 I use a shaft 84, which has a single depending finger for each pair of auxiliary bars, and I move the shaft over adjacent to the heads 39 and 40, so that when the shaft 84 is rocked the finger 85 will contact with the head which it is opposite and move said head toward the cam-shaft 20 in the manner previously described. The shaft 84 has a longitudinal adjustment, the normal position being with the finger opposite the head 39 and secured by the action of the spring 86, pressing against the bracket 87 which supports theshaft and the collar 88. The bracket 87 has the lever 89, and the shaft 84 has the finger 90. The lever and finger are connected by means of the spring 91, whereby a rocking of the shaft will be secured by a movement of the lever and an elastic touch secured to the lever by means of the spring, which will contribute to the safety and ease of the operator. The end of shaft 84 has the lateral extension or arm 92, and pivoted to the lever 89 is a second lever 93, the lower end of which bears against the arm 92, whereby by an inward movement of the top of lever 93 the shaft 84 will be moved longitudinally suflicient to bring the finger 85 opposite the head 40. Then the proper movement of the lever 89 will move the head 40 into c0ntact with the roller 20.

In the accompanying drawings Ihave shown my invention in the best form now known to me; but obvious modifications in the details may be practiced without departing from the spirit of the invention.

Having thus fully described my invention,

whatI claim as new, and wish to secure by Letters Patent, is s 1. In a valve-reversing mechanism, the combination of a revoluble cam-carrying shaft, a double set of oppositely shaped and positioned valve-operating cams'fixedly mounted thereon and rotatable therewith, valves, push-bars operating the valves and bearing against and operated by one set of said cams when the engine is running in a forward direction, and bearingagainst and operated by the other set of cams when the engine is running in reverse direction, one set of said cams having oblique rear ends each sloping toward its adjacent oppositely-arranged mate or reversing-cam to automatically shift its push-bar from one cam to the other on the reversal of the cam-shaft.

2. In a valve-reversing mechanism,the combination of a revoluble cam-carrying shaft, a double set of oppositely shaped and positioned valve-operating cams fixedly mounted thereon and rotatable therewith, valves, pushbars operating'the valves and bearing against and operated by one set of said cams when the engine is running in a forward direction and bearing against and operated by the other set of cams when the engine is running in reverse 1 direction, auxiliary bars or extensions connected with the push-bar which operates the exhaust-valve said extensions being at one side of the normal contacting portion of said pushbar, and means for moving the extensions in advance of the normal length of the push-bar so as to contact with cams on said shaft auxiliary to the one that normally actuates the pushbar controlling said exhaust-valve, thereby causing said exhaust-valve to open ahead of its regular time.

3. In a valve-operating mechanism,the combination of a revoluble cam-carrying shaft, a double set of oppositely shaped and positioned valve-operating cams fixedly mounted thereon and rotatable therewith, valves, pushbars operating the valves and bearing against and operated by one set of said cams when the engine is running in a forward direction and bearing against and operated by the other set of cams when the engine is running in a reverse direction and means auxiliary to the push-bar operating the exhaust-valve, operated by independent cams, for opening the exhaust-valve ahead of its regular time.

' 4. In avalve-reversing mechanism,the com bination of a revoluble cam-carrying shaft, a double set of oppositely shaped and positioned valve-operating cams fixedly mounted thereon and rotatable therewith, valves, pushbars operating the valves and bearing against and operated by one set of said cams when the engine is running in a forward direction and bearing against and operated by the other set of cams when the engine is running in reverse direction, auxiliary bars or extensions connected with the push bar which operates the exhaust-valve, said extensions being at one side of the normal contacting portion of said pushbar and said extensions having vertical projections, and means for moving the extensions in advance of the normal length of the pushbar so as to contact with cams on said shaft auxiliary to the one that normally actuates the push-bar controlling said exhaust-valve thereby causing said exhaust-valve to open ahead of its regular time, said means consisting of a shaft passing transversely of said extensions and having a projection from said shaft to contact with the said vertical projection from. said extension, and means for rocking said transverse shaft and for locking said extension to the push-bar when the former is in its extended position.

In witness whereof I have hereunto set my hand and seal, at Indianapolis, Indiana, this 21st day of October, A. D. 1902.

JOSEPH A. MOGEE. [L s.]

Witnesses:

S. MAHLON UNGER, JOSEPH A. MINTURN. 

